Tbaht-coutrol system



A, E. HUDD May 27, 1930. Re. 17,678

TRAIN CONTROL SYSTEM 2 Sheets-Sheet. 1

Original Filed June 25, 1925 A. E IHUDD TRAIN `GOIVJROI.. SYSTEM Re. 17,678 2 Sheets-Sheet 2 May 27, 1930.

Original Filed June 23, 1925 Cil Rescued May 27, 1930 UNITED STATES PATENT OFFICE yALFRED E. HUDD, 0F LONG PARK. CHESHAM BOIS, ENGLAND, ASSIGNOR, BY MESNE ASSIGNMENTS, TO AUTOMATIC ELECTRIC INC.7 0F CHICAGO, ILLINOIS TRAIN-CONTROL SYSTEM v Original No: 1,731,664, dated October 15, 1929, Serial No. 647,292, filed .fune 23, 1923, and in. Great Britain August 16, 1922. Application for reissue The present invention concerns improvements in or relating to train control systems and has broadly for its object the provision of an arrangement which will best conform to the requirements which it has been ascertained are highly desirable if not absolutely essential in systems of this kind.

One object of the invention is the provision of apparatus on the locomotive which is of a substantial and mechanical character and avoids the necessity for batteries or other sources of electrical energy being provided on the locomotive, while another important object is the provision of apparatus having the above characteristics which is adapted to respond to variable currents transmitted from apparatus located alongside the track to give either a warning or service application or an emergency application oi the brakes according as to whether the train is passing a distant signal or a stop signal at danger- According to one feature of the invention, a composite current, each component part of which is adapted to effect the energization of a different apparatus, is adapted to be cong nected to a ramp located alongside the track to energize an electromagnetic brake controlling device on a passing train; preferably the current employed in a pulsating current which is composite in that it is adapted to operate both a direct current electromagnet and an alternating current electromagnet through a transformer. This has the advantage that stray direct or alternating currents by themselves are incapable of interfering with the application of the brakes when required.

Further according to another feature of the invention different kinds of current are arranged to control apparatus adapted to bring about different degrees of braking, se that by employing pulsating current flowing in either one direction or the other, different results can be brought about by using a polarized electromagnet.

An important feature of the present invention is that the mechanical engagement between the ramp and the collecting shoe is identical both at the distant and fthe home filed March 27, 1930. Serial No. 439,512.

signal, although only a service application of the brakes may be made in one case and an emergencyapplication in the other case or no application may be made at all.

The ramp is ident-ical at eachsignal and is located in the same position relative to the rails. The collecting shoe makes the same movement in each case and in addition to permitting the valves to be released by its mechanical movement, it also, by its elect-rical contact with the ramp, connects the electromagnetic brake controlling devices to the ramp so that the electrical current iiowing t-hereover, if any, according to its characteristics, determines whether a brake application is to take place and if so whether it is to be an y emergency or a service application. The combined electrical and mechanical control eXerted through and by the collecting shoe on the valve or valves controlling the application of the brakes forms another feature ofthe present invention which has the important advantage that it avoids the necessity of batteries or like sources of energy on the locomotive.

These and other features not specifically mentioned at this point will be more clearly understood .from the following description taken in conjunction with the accompanying drawings. These show one embodiment of the invention which is by way of example only since it will be understood that considerable modifications may be made in the constructional details without departing from the spirit of the invention.

Figure l shows the apparatus which is carried on the locomotive.

Figure 2 is a circuit diagram showing the track apparatus and the necessary connections to the ramp for the desired eiiects to be brought about, While Y Figure 3 shows an elevation of the ramp.

Referring now to Figure 1,1 isashoe'adapted to be moved upwards in a vertical direction when it engages with a ramp 2 (Fig. 3) located in the centre of the track and to return under gravity to its normal position when clear of the ramp. The shoe is hollow for a purpose which willbe described subsequently, and at its upper end carries a collar lil 3. This collar is adapted when the shoe is raised to engage With collars i and 5 on spindles 6 and 7 which are arranged on opposite sides ot the shoe and are guided so as to move vertically. The spindles 6 and 7 are normal ly retained` in their loWest position by the helical springs 8 and 9. ln this position they bear on the arms G and Gl oi two bell crank levers and thus :prevent the opening "of the valves 10 and 1l, controlling the application of the brakes. ln the example shown, the brakes are assumed to be of the vacuum type, but itWill be apparent to those skilledin'the art that the invention is kequally applicable to systems in which the brakes are operated by compressed air; the chief diii'erence `would be that the valves Would operate in the other direction. The valve 10, however, Will also be held on its seating it the alternating current electromagnet l2 isenergized, as its armature 59 which is carried by the arm 13 of the bell crank lever is then held against the pole pieces 58. Similarly the valve l1 may be held closed by the arm 14 o I' the other bell crank lever if armature 57 is attracted due to a suitable excitation of a polarized magnet `comprising a permanent magnet 15 having exciting coils 16 on its pole shoes 56. rlhe polarized magnet is so designed that it will maintain its armature attracted When current in one direction is ied into its windings but will release its armature if current in the opposite direction or nocurrent at all is'supplied. The alternating current 'electromagnet is adapted on excitation to holdits arinature attracted Without chattering, the elimi nating of chattering being brought about in this case by splitting the pole pieces 58 centrally for a short distance and iitting one half with a copper sleeve 55. i p

f the polarizedelectromagnet is notexcited in asuitable manner Whenthe shoe is raised by contact Withthe ramp, valvev 1l Willno vrlonger be retained by arm 61 andaccordingiy Will be raised owing to the difference of pres-` sure on its two sides;` When this occurs, pin 20 on the valvespindle will release the de.-

tent 21 so as to'permit it to' be forced' by the collar 511 under the collar 5 and so prevent the spindle 7 from restoring to normal When the shoe leaves the ramp. The openingr oithe valve 11 connects the chamber 18, which is in connection With the train pipe 19, to the atmosphere by Way of the reed 17; A restricted amount ot air Will, therefore, be admitted to thechamber 18 and its passage past the reed 17 Will sound an audible Warning to the engine driver, While at the same time the reduction of the vacuumfwill bring about' a service application of the brakes. Ther reclosing of valve 11 is vbrought abouty through the agency of the lever 22 operating through a Bowden cable or by other suitable means on. an auxiliary arm 23 of the right hand bell crank lever, The valve 11 is therefore closed vbounded bv the two flexible diaphraems 27 .l a b and 28 which are attached to the shoe 1 so that chamber is eilectively sealed in spite of the movement oir' theV slice. Connection is made from the hollow interior ci' the shoe to the chamber 25 by means of the ports 29. Consequently, it will be appreciated that it the shoe should become broken by contact with some obstruction, the brakes would at once be applied owing to the ingress oi air by Way of the fractured portion oi the shoe. The operation of the valve 1G is substantially similar to that of the valve 11 except that in this case when the valve is opened, chainber 18 is connected directly to the atmosphere byv Way of the'po-rts 30, so that a iull emergency application or" the brakes takes place. The means for reclosing valve 19 are also similar to those described in connection with valve l1, except that in this case, the operation 0I" 'the Bowden cable is arranged to be effected slowly, and for this purpose a bolt 81 ing in a threaded hole in a lil/.ed housng 62 is provided, so that in order to ope auxiliary arm 32 a co derable number of turns mustbe given to 'Lne handle 33. it then becomes necessary to make an equal number oi turns in the opposite direction in order to reclcse the auxiliary valve 3a connected with chamber 25. Thus a ifull emergency application of the brakes cannot be releaseduntil an interval has elapsed which can be arranged to be suiiiciently long to ensure that Whatever the speed of the train it will have bee vbrought to rest before the vacuum is restored.

Referring noiv to the 'track apparatus will be brielly described. Associated With each signal is a ramp such as 35 or 53, of theshape shown in Fig. 3. it will be noted that'the size, shape and location of the ramp With respect to the rails is identical bot-h for caution and for stop signals, and that the different eliects are brought about solelyby the use otcurrents of different characteristics. Associated with each signal also is a vibrator as at l() or 51, which consists essentially or" an electromagnet provided with an interruptor contact for interruptingits ovvn circuit, nd also adapted to close another circuit intermittently. In the preferred form, the vibrator comprises a double limbed electromagnet with a centrally pivoted polarized armature spring controlled so as normally to rest in a central position, this construction being ice found to give the greatest reliability in working,

To consider now the complete operation of the system, suppose that a train is approaching in the direction right to left. lVhen the train reaches the short insulated section 35, which may conveniently be of two rail lengths and is located just in advance of the ramp 36 associated with the distant signal 37, a circuit will be completed from positive pole of battery 38, interrupter contact 39, windings of vibrator 40 to the insulated rail 35 and through the wheels of the train to the negative pole of the battery. The vibrator is therefore set in operation, and will continue to operate until the train passes clear of the .insulated rail. Suppose in the iirstinstance that the distant signal is at danger. In this case the arm contact 41 will be in the position shown and by the operation of the vibrator a negative pulsating current from battery 46 will be connected to the ramp 3G. It should be mentioned that the shoe and associated mechanism is insulated from the frame of the engine in any suitable manner. The current picked up will, therefore, pass through one winding of the transformer 42 and thence through the exciting coils 16 on the pole pieces of the permanent magnet. lli/'ith current in this direction, however, the 'flux generated by the winding 16 is opposed to that of the permanent magnet and consequently the armature 57 is released, thereby permitting the opening of valve l1. The chamber 18 is, therefore, connected to atmosphere through the restricted orifice formed by the reed 17, a service application of the brakes takes place and an audible warning is given to the driver. The pulsating current passing through the primary of the transformer 42 will induce in the secondary an alternating current which will energ" :e the alternating current electromagnet l2. This current also flows through the magneto bell 47' which is of well known type; in this case, however, the current flowing is not suiiicient to operate the bell. As electromagnet l2 is energized, however, it will hold its armature 59 attracted so that the valve 10 is not opened at this time. The driver may now operate and release the lever 22, thereby restoring the valve ll to normal and, subsequently allowingthe brakes to be taken eil?.

Suppose now that the distant signal is at clear when the train passes it; in this case the circuit for the ramp 36 will be by way of vibrating contacts of vibrator 40, arm contact 41 in its right hand position, arm contact 43 of the home signal in its right hand position (since the home signal will have been lowered) contact 44 on the distant signal lever 54 in its right hand position corresponding to the reversed position of the lever and tnence to the positive pole of-battery 45. Battery 45 it should be noted, is of approximately iiciently strong to operate the bell 4rso that a distinctive audible signal is given to the engine driver Vto indicate to him that the distant signal has been passed at clear.

Assume now that the train is approaching a stop signal such as the home signal 48 which is at cciear. In this case the circuit for the associated ramp 58 will be by way of the arm Contact 49 of the home signal in its right hand position, signal lever contact 50 in its right hand position corresponding to the reversed position of the signal lever 55, vibrating contacts of vibrator 51 to an intermediate point of battery 45. rhe vibrator itshould be not-ed, was set in operation by the closure of the signal lever contact 52 when the home signal was lowered. The positive pulsating current thereby transmitted to the ramp produces the same effect on the apparatus carried by the locomotive i the case just described, except that the f lternating current from the secondary of Ynrsformer is not in this case suh'iciently trong to operate the bell 47. Thus when the .in passes a stop7 signal at Clear the ver does not rec ive any indication whatr. Finally let the case be considered when the train passes a stopwsignal at danger.

ln this case it is clear from Fig. 2 that the associated ramp is connected to earth by way of contact 49 in the position shown and hence no current at all flows to the electromagnets on the locomotive. In consequence both the armatures 57 and 59 fall away, both the valves l0 and ll are opened and a full emergency application of the brakes takes place. As already pointed out, in order to effect the release of the brakes the driver must operate the handle 33 first in one direction nd then in the other, and the time necessary to do this will be arranged to be amply sniiicient for the train to be brought to rest whatever its speed. It will also, of course, be necessaryv to operate the handle 22 in order to close valve ll. In some cases, for instance, where suiiicient braking distance cannot be obtained beyond the home signal, it may be desirable to arrange for a full emergency application of the brakes at the distant signal, and obviously very slight modifications are needed to bring this about.

it will be noted, that if by any chance the rampshould be connected either to a direct current supply or to an alternating current supply, the brakes would be applied in either case; in the first case Withdirect current the alternating current magnet Would release its armature as it could not be energized through the transformer and the emergency brake application Would occur, While in the other casetliey alternating current Would not maintain the armatureot the polarized magnet attracted as the eli'ect of the permanent magnet Would be neutralized at each alternation of the current and therefore the service application would be given with an paratus on the train is of a substantial character requiring for its successful operation neither contactsy nora source of electrical energy onthe locomotive; and at the same time it Will be appreciated that it is designed to iiulll all the important conditionsy Which are requisite in systems of this character, While the provision otfa distinctive current ensures that there is no faulty operation of the apparatus due to the presence of stray currents connected to the ramp.

What I claim and desire to protect by Letters Patent is l. A train control systemk comprising a track, a'ramp located alongside said track, means for connecting a periodic current to saidramp, a train, a sli-oe on said train adapted to engage conductively With said ramp',` a brake applying device on said train,

a means normally acting on said brake applying device tending to eect the application of the brakes, a second means more powerful than said irst means and acting counter thereto on saidbrake applying device for normally preventing the application of the brakes and operable by said shoe into an in effective position,and a device on said train electrically connectedto said shoe and responsive to said periodic current to act counter to said lirst means When said second means is in its ineiiective position inoperative to prevent the application of the brakes.

2. A train control system` comprising a track, a ramp located alongside said track, means for connecting a periodic current to said ramp, a shoe on said train adapted to eng ge conductively with said ramp, abrake controlling member on said train, means for operating said brake controlling member, a device on said train electrically connected t said shoe and responsive to said periodic current to prevent said means from becoming etl'ective, manually operated means for removing the application of the brakes after said brake controlling member has been operated and means also operated by the manually operated means to prevent the removal ot the brake `application occurring until the manuallyoperated means has been restored.

3. train control system comprisinga track, rtwodevices located alongside said track at ydifferent positions, means for connecting to the lirst of said devices one kind of non-continuous electrical current Which is distinctive of the position of said first device, means for connecting to the second device another kind of non-continuous electrical current Which is distinctive of the position of said second de` vice, a train, apparatus on said train adapted to engage electrically withr said devices, a device on said train electrically connected to said apparatus and responsive-to one kind of electrical current, a brake controlling member controlled by said device and adapted to eiicect a partial application oi the brakes, a second device on said train electrically connectedto said apparatus and responsive to the other kind ot electrical current and a brake controlling device controlled by said second device and adapted to eliect a full application ot the brakes.

t. ln combination for use in a train controlr system, a track, a device located alongside said track and adapted to electrically engage With complementary apparatus on a passing train, a source ot direct-current energy and means controlled by said train toricontrolling the intermittent application or" said source to said track apparatus for controlling the application of the brakes of said train.

5. In combination for use in a train control system, a track, a ramp located alongside said track, a source of direct current electrical energy having one pole connected to said track, and an electromagnetic vibrator controlle'd by a passing train adapted to connect the `other pole of said source intermittently to said ramp tor the purpose of controlling the application of thebrakes on said train.

6. In combination for use in a train control system, atrack, a device located alongside said track and adapted to engage electrically with complementary apparatus on a passing train, a source of direct current electrical energy, signal controllingv means and means controlled by said signal controllingmeans ior effecting the intermittent application of said source to said track apparatus for controlling the application of the brakes of a passing train.

7. In combination for use in a train control system, a track, a ramp located alongside said track, a source of direct current electrical energy having one pole connected to said track, an electromagnetic vibrator adapted to connect the vother pole ot said source intermittently to said ramp, signal controlling means and means controlled by said signal controlling means for setting said vibrator in operation.

8. In combination for use in a train control system, a track, a ramp centrally located between the rails of said track, means for generating diiierent kinds of non-continuous current, means adapted to be engaged by passing trains to cause said generating means to operate, and means for connecting said current to said ramp for the purpose of eXerting different controls on the application of the brakes of said train.

9. In combination for use in a train control system, a track, a ramp located alongside said track, a source ot strong pulsating current ot one polarity, al source of weak pulsating current of opposite polarity and means for connciting either of said sources to said ramp. n

i 10. In combination for use in a train control system, a track, a distant signal, a ramp located alongside said track adjacent to said distant signal, a source of direct current electrical energy having one pole connected to said track, a second source of direct current electrical energy havi its opposite pole connected to said track and havingl a higher voltage than said iirst source of electrical energy, a vibrator and switching means controlled by said distant signal according to its position for connecting up either the other pole of said first source of electrical energy or the other f pole of said second source of electrical energy through the vibrator so as to connect pulsating currents of varying strength and polarities to said ramp. i

1l. In combination for 1use in a train control system, a track, a home signal and a distant signal, both located alongside said track at a predetermined distance apart, a ramp centrally disposed with regard to said track and located alongsidesaid home signal, a second ramp centrally disposed ywith regard to said track and located alongside said distant signal, two batteries having opposite poles connected to said track, a vibrator associated with said first ramp, a vibrator associated with said second ramp, switching means controlled by said home signal, switching means controlled by said distant signal and interconnecting means between the other poles of said batteries, said vibrators, said ramps and said switching means whereby pulsating currents of opposite polarities may be connected to said ramps either separately or togetherin accordance with the positions of the signals.

l2. In combination for use in a train con,- trol system, a track, a ramp located alongside said track, a source of electrical current incans'for closing one point 'in a circuit for connecting said source of electrical energy to said ramp and automatic means controlled by the passage of a train for completing said circuit intermittently to cause a pulsating current to be connected. to said ramp.

13. In combination for use in a train control system, a track. a ramp located alongside said track, a battery, an electromagnetic,

vibrator, a circuit completed by the passage of the train for energizing said electromagnetic vibrator and a second circuit separate from said first circuit and extending between said battery and said ramp over cont-acts of said vibrator whereby pulsating current is l connected to said ramp.

i-l. Inl combination for use in a train control system, a track, a ramp located alongside said track, a short insulated rail provided in one of the rails of said track. an electromagnetic vibrator and source of electrical energy connected in series between said. insulated rail and the main rail of said track, a second source of electrical energy having one pole connected to said track and the other pole connected to contacts controlled by said vibrator yand interconnecting means between the said contacts and said ramp so that the other pole oi sai-d second source of electrical energy is intermittently connected to said ramp.

l5.v A train control system, comprising a track, a. distant signal and a home signal located alongside said track in predetermined positions and separated from each other by a predetermined distance, a vramp located alongside said distant signal, a ramp located alongside said home signal, sourcesof pulsating current of opposite polarity, switching means controlled by said distant signal for connecting either one source of pulsating current or the other to the ramp located adjacent to the distant signal according to the position of saiddistant signal, and switching means controlled by said home signalrfor connecting one source of pulsating current to the ramp located adjacent to the home signal only if said home signal is in the clear position.

16. Incombination for use in ai train control system, a track, a distant signal and a home signal located alongside said track in predetermined positions and separated from each other by a predetermined distance, a ramp located alongside said distant signal, a ramp located alongside said home signal, a source of direct current electrical energy, an electromagnetic vibrator located alongside said. distant ramp, automatic means controlled by the passage of a train for energizing said electromagnetic vibrator to cause pulsating current to be connected to said distant ramp when said distant signal is in the clear position, a second source of direct" current electrical energy, an electromagnetic vibrator located alongside lsaid home ramp and means controlled by said home signal for energizing said second electromagnetic vibrator to cause pulsating current to be connected tosaid home ramp when the home sign al is in the clear position.'

17, For use kon atrain or locomotive in a train control system, a shoe, a circuit extending from said shoe.. a brake controlling device comprising two electromagnetic devices o'li different kinds responsive to different kinds of current transmitted over said circuit which must be energized together if the apthe application is placed under their control.

18. For use on a train or locomotive in a` vtrain control system, a brake controlling device comprising an electromagnet adapted to respond to alternating current only, and a polarized electromagnet adapted to respond to 'one polarity only of current, the simul- "taneous energization of both electromagnets being,y necessary to prevent the application ot the brakes when the` application is placed und ij' their solecontrol.

` 1.9. For use on a train or locomotive in a train control system, a slioe,a circuit extendi ing trom said slioe, a brake controlling device comprising two electromagneticr devices of dilerent kinds responsive to different kinds of currenttransmitted over said circuit, and means adapted to be actuated by apparatus vlocated aloiigsidejsaid track for placing the application of tlie brakes under the control ci said electromagnetic devices, both of vvliicli must be energized simultaneously .if the application of Ithe brakes is to be prevented.l i i 20. For usejona trainer locomotive in a train control system, a brake controlling device comprising tivo electromagnetic devices 'of different kinds responsive to diierent kinds of current and collecting means adapted toy electrically engage with. apparatus located alongside said track to collect current tor said electromagneticdevices, the simultaneous eneigization of which is'necessary to prevent they application of the brakes.r

I2l. For use on ai train or vlocomotive in a train control system, a brake contro-lling device i comprism tivo electromagnetic devices oi" different kinds adapted to respond 'to different kinds oi current means controlled b 7 apparatus located alongside the track adapted to place the brakes under the controliof said' electromagnetic devices and collectingy meansadaptedto collect current from said track apparati'i's to energize said electromagnetic devices Wlienfthe,application of the i `vice comprising a valve for admitting bra-kfee in iluid and arrangedfso. that the pressure t. Abraking fluid tends ytoopen said valve,

springy means for normally maintaining said valve on its sea-t', an electromagnet having an armature controlledby said spring means so as to normally rest against the pole pieces 'of `said electromagnet, a shoeadaptedto be displaced by a ramplocated alongside said track'to render said'spring means'inoperative and toelectrieally connect said. ramp rvfitli said electromagnet, locking means controlled bvy said valve when'. opened due to the failiireof current to traverse said electi'omagnetfto maintain said spring means inoperative to restore said valve'wlien the shoe takes yup a normal position after passing said ramp,` and means controlled by the engine driver for restoring said valve to its seat and releasing said locking means to permit said spring means to become again operative to maintain said valve on its seat.

, 23. Fernse on a train orflocomotive in a train control system, a brake controlling Vdevice coniliirising a valve for freely admitting braking Huid to the brakes, a second valve for admitting braking fluid to said brakes at a restricted rate, any electromagnet responsive to one kind of current for controlling the operation of said rst valve, a second electromagnet responsive to a dillerent kind of current to said first electromagnet for controlling tlie operationo'f said second valve and collecting means for collecting from devices located alongside said track currentfor the operation of said electromagnets, so as to permit either,neitlier orboth of said valves to be opened'in accordance with the electrical condition of the ytrack devices. y

f-i. For use on va train or locomotive in a train control system, a brake controlling device comprising a valve for freely admitting braking fluid to `the brakes, a second valve for admitting braking fluid to the brakes' at a restricted rate, an electromagnet responsive yto one kind of electrical current adapted when energized to prevent said first valvev fromv opening, a second yelectromagnet responsive to another kind ofelectrical `current adapted when energized to prevent said secondvalve from opening, a slioc for collecting current from a ramp located alongside said track and a connecting lead whereby current isaoapted to be fed from the y'ramp toboth of said electromagnets.

25. For use on av train or loco-motive in a r,train control system, a brake controlling de- ,trackand connect .it to am'circuit"including aotli said electromagnets 26. rFor use von a train `or locomotive in a train control systemabrake controlling device comprising a valve'for freely admitting bra ing fluid to the brakes when opened, a

second valve for admitting braking` fluid `at restricted rate to the brakes when opened, a

slice ttor collecting current fromapparains "located alongside the track,a transformer, vand Aalternating current electromagnet con` iiectcd to one Windingr of said transformer and aidanted when energized to prevent the opening of said first valve, a polarized elec- Y tromagnet adapted When energized to prevent the opening of said second valve and a circuit including the other Winding of said transformer, said polarized electromagnet and said ramp.

27. For use on a train or locomotive in a train control system, a brake controlling device comp 'ising a valve for freely admitting braking fluid to the brakes when opened, a second valve for admitting braking fluid at a restricted rate to the brakes when opened, a shoe for collecting current from apparatus located alongside the track, a transformer, an alternating current electromagnet connected to one Winding of said transformer and adapted when energized to prevent the opening of said iirst valve, a polarized electromagnet adapted when energized to prevent the opening of said second valve, a circuit including the other Winding of said transformer, said polarized electromagnet and said apparatus, and signalling means includedpin the circuit of said electromagnet and said iirsttransformer winding and adapted to respond only to a current of greater magnitude than is necessary to maintain said electromagnet energized. Y

28. For use on a train or locomotive in a train control system, a brake controlling device comprising a shoe adapted to be moved in a vertical direction when passing over a ramp located alongside the track, said shoe having a hollow interior extending into that part of the shoe Which projects beyond the frame of the train and perforated sides at one portion thereof, diaphragms secured to said slice above and below. said perforations and a chamber' to the Walls of Which the outerr edges of said diaphragms are secured, and means for connecting said chamber to the train pipe through which iiuid for maintaiir ing the brakes in an off position is supplied.

29. For use on a train or locomotive in a vice comprising a valve for freely admitting air to the brakes, a second valve for admitting.

air to the brakes at a restrict-ed rate, a reed located in the passage by which air is connected to said second valve to give an audible Warning on the passage of air therethrough, a bell crank lever connected to the stem of said first` valve, a second bell crank lever connected to the stem of said second valve, an alternating current electromagnet having its armature secured to one limb of said first bell crank lever, a polarized electromagnet having its armature connected to one limb of said second bell crank lever, a spring, a rod having a collar engaged by said spring and adapted to normally press against one limb of said first bell crank lever to hold said first valve against its seat and the armature of said alternating current electromagnet against the pole pieces of said electromagnet, a second spring, a second rod adapted to normally press against one limb of said second bell crank lever to hold said second valve against its seat and the armature of said polarized electromagnet against the pole pieces of said electromagnet, a shoe centrally located with respect to said rods and adapted to move in a vertical direction when engaging a ramp alongside the track, a collar on said shoe adapted to yraise said rods When said shoe is raised, a circuit extending from said shoe and including said polarized electromagnet and said alternating current electromagnet, means for opening either, neither or both of said valves depending on the nature of current received by said shoe from said ramp, holding means controlled by each of said valves for maintaining said rods in the position to which they have been raised by said shoe, a manuallyv controlled quick. operating device for effecting the restoration of said second valve and removing said associated holding means, and a manually controlled slouT acting device for effecting the restoration of said first valve and removing said. associated holding means and valves controlled by said manually operated devices for admitting air to the brakes until said manually operated devices are restored to normal position.

30. A train control system comprising a track, tivo ramps located in the centre of said track at predetermined positions, means for connecting a pulsating current of one polarity to said ramps if the track is clear and of a different polarity to the first of said ramps and disconnecting the other ramp if the track is not clear, a train, av shoe carried by, said train and adapted to be raised by engagement with either of said ramps, a valve for controlling an emergency application of the brakes, a spring, a rod acted upon by said spring normally holding said valve closed and adapted to be raised when said shoe is raised by contact Wit-h either of said ramps, a detent operated when said valve is opened to retain said rod in its operated position against the action of said spring, a valve for controlling a partial l application of the brakes, a second spring, a second rod acted upon by said second spring normally holding said second valve closed and adapted to be raised When said shoe is raised by Contact .vith either of said ramps, a second detent operated when said second valve is opened to retain said second rod in its operated position against the action of said second spring, three-armed bell-crank-lever to one arm of Which said iirst valve is connected, an alternating current electromagnet, an armature for said electromagnet located on the second arm of said bell-crank-lever, slow-acting `restoring means acting on the third arm of said bell-crank-lever, an auxiliary valve for controlling theadmission of braking fluid adapted to'be opened when said restoring means arel oierated, a second three-armed bt-ill-crank-leverr to one, arm` of Which said second valve is connected, a polarized 'electromagnet, an armature r electromacnet i locatedk on thefsecond arm oi said second bell-crank-leveri quick acting restoring meansxacting on the third arm oli said second bell-crank-lever, and a second auxiliary valve `for controllingtlie admission of braking fluid and adapted to be opened when said quick-acting restoring means are operated, so that ifl bothv of said main valves are opened owing to the non-energization of said electroinagnets when said shoe is raised by contact With said ramp both of said restoring means must be operated and released before the brakes canbe taken off.

31. A train ycontrol system comprising a track, a ramp located alongsidesaid track, means for connecting current to said ramp, a shoe on a train adapted to engage said ramp, a brake controlling member on the train, means for operating said brake controlling member to cause an emergency application or to eect a service application of the brakes, a device on the train connected to said shoe and responsive to said current to prevent said means from becoming eliective and manually operated means for removing the application of the brakes withina minimum period after said brake controlling member has been operated depending on the character of the brake application.

32. For' ruse on a train or locomotive in a train control system, a brake controlling device comprising valves for admitting braking fluid to the brakes, an electro-magnetic device comprising two-electro-magnets one "esponsive' to pulsating and the other to alternating current for maintaining said valves closed and means mechanically operated by apparatus located alongside the track to cause one of said valves to open if either alternating or pulsating` current is not lloiving through said device at that instant;

` 33, For use 'on a train or a locomotive in a train control system, a brake controlling device comprising tvvo electromagnetic devices of different kinds respon siveto different kinds'ot current, collectingmeans adapted to electrically engage with apparatus located alongside said track to collect current for said electromagnetic devices, and` means for ".fiaipplying a single kind of current to said collecting means to bring about the simultaneous energization 01E said devices'to prevent the application of the brakes. l

1rior ose fon tiiain orlocomotive in 'a train, control. system, a brake controlling oi saidelectromagnetic devices andmeans were collecting onekind of current at time from said track apparatus to energize said electromagnetic devices When the application of the brakes is'under their control, the simultaneous energization of both devices being necessary to Aprevent' the application oiC the brakes.

35. In a train control system, a relay having an armature, and controlled in accordance With trallic conditions ahead, a brake pipe,

means controlled by the relay armature fork opening the pipe to atmosphere to thereby cause an automatic brake application when the armature drops away, and reset means operable to mechanically restore the armature to its initial position and to simultaneously open said brake pipe to atmospheric pressure.

'36. ln a train control system, a relay having. an armature, and controlled in accordance with trallic conditions ahead, a brake pipe, means controlled by therelay armature for openingsaid brake pipe to atmospheric 'pressure to thereby cause an automatic brake application when the armatore drops away, and manual reset means operable to mechanically restore the armature to picked-up position and to simultaneously open the lbrake pipe to atmospheric pressure.

37. In a train control system, a relay having an, armature, and controlled in accordance with trafic conditions ahead, a brake pipe, means controlled by the relay armature for opening the pipe to atmospheric pressure to thereby cause an automatic brake application when the armature drops away, reset means operable to mechanically restore the armature to picked-up position, and means for preventing the removal'of'the application until said resetineans is restored to normal.

38. An automatic brake application valve for use with a pneumatic braking system comprising a body member adapted to have pneumatic communication with a brake application pipe, brake application pipe opening means including an application valve memto its open position` and or'me'chanically restoring` said application valve member to normal position, and means for normally biasing said additional means to normal or closed position.

39. In a-train cont-rol system, operative to rvopen to atmospherethe brake pipe of pneumatic brake equipment, means including a member movable in response to a track signal for effecting opening or said brake pipe, means including another member movable for effecting opening of the brake pipe, `and f la lost motion mechanical connection between said members whereby movement of the second mentioned member moves said first menico tioned member to closed position while said second mentioned member effects continued connection of the brake pipe with atmosphere.

In witness whereof, I hereunto subscribe my name this 19th day of February, A. D.

ALFRED E. I-IUDD.l 

